Railway-signaling device



March 13, 1928. 1,662,419

L. HANIFORD RAILWAY SIGNALING DEVICE Filed May 17. 1926 Patented Mar. 13, 1928.

PATENT OFFICE.

LOUIS HANIFORD, F HANNA, ALBERTA, CANADA.

RAILWAY-SIGNALING DEVICE.

Application filed May 17, 1926, Serial No. 109,772, and in Canada March 30, 1926.

The invention relates to improvements in railway signaling devices and an object of the invention is to provide a device particularly adapted for use at railway crossings and which is designed such'that upon a train approaching the crossing, a signal will be displayed at the crossing to warn vehicular traffic that a train is approaching, such occurring in ample time to stop and thereby 1 avoid accident.

A further object of the invention is to construct the device so that avisible signal will be presented by day or night upon the train approaching and also suchthat an 15 audible warning such as an alarm bell will be given at the same time.

A further object of the invention is to construct the appliance such that the signal will not be released until the rear end 20 of the passing train has practically crossed the crossing.

A still further object is to arrange the signal so that it will be actuated automatically by a train approaching in either direction.

A still further object is to arrange and construct the parts in a simple, inexpensive and durable manner and so that they can be readily installed.

With the above more important and other minor objects in view which will become more apparent as the description proceeds, the invention consists essentially in the arrangement and construction of parts hereinafter more particularly described, reference being had to the accompanying drawing, in which g i Fig. 1 is a plan view of the complete device.

Fig. 2 is an enlarged detailed vertical sectional view at 2-2 Figure 1.

Fig. 3 is an enlarged detailed vertical sectional view at 3-3 Figure 2.

Fig. 4 is an enlarged detailed vertical sectional view at 4:4:I Figure 1.

Fig. 5 is an enlarged detailed vertical sectional view at 55 Figure 4.

Figure 6 is a view showing one of the signals in vertical section.

to In the drawing like characters of refer thereabove.

riding the cross arm and shifting of the shaft.

ence indicate corresponding parts in the several figures.

Track rails 1 and 2 are mounted in the usual manner on the ties 3 and at the cross ing there are the customary planks 4L- to car rythe vehicular traffic across the tracks.

At one side of the crossing, I locate a cross shaft 5 which extends to the sides of the tracks and has the ends thereof rotatably mounted in the side walls of similar hollow casings 6 and 7 suitably mounted. onthe ground. Adjacent the rails, the shaft is suitably carried in similar bearing bars 8 secured to adjacent ties. Between thebearing bars, the shaft is square in cross section.

To the shaft I secure a comparatively wide pulley 9 and to the pulley I connect pulling lines or cables 10 and 11 of predetermined length, the cables extending along the track adjacent the rail 2 and being secured to the lower ends of similar actuating levers 12 and 13, the actuating levers being carried by cross rods 14 and 151'otatably carried by similar bearing bars 16 secured to adjacent ties. The levers which normally stand upright have their uppermost ends situated in respect to the rail 2 such that they will be struck by the flange of an oncoming train wheel and will be knocked down thereby, such movement being utilized to rotate the shaft. It will be observed that the pulling line 10 passes under thepulley while line 11 passes over the top thereof.

Centrally to the shaft 5, I secure an upstanding arm 17 which is connected by .a spring 18 to an adjacent tie. The ends of the shaft 5 are fitted with similar bevel gears 19 and each of these bevel gears meshes with a pinion 20 located at the lower end of a hollow shaft or pipe 21 which extends vertically upwardly within the casing 6 and projects the shaft '21 and the lower end of the shaft is rotatably carried by a cross arm 22 there being a collar 23 attached to the shaft and preventing down To the upper end of each hollow shaft 21, I I secure an outstanding arm 2 which can The upper part of thecasing is fashioned to provide an upper bearing for rics a visible printed or such like signal plate and the arrangement of the parts is such that these signal plates are normally in closed position extending transversely of the track when the lovers l2 and 13 are in an uprightposition and such that when the levers are struck down by an approaching train, such lnorcnicnt will cause a 'uliicient rotation of the all 5 to bring the stop plates into a position across the highway. Consetptcntly the opened signal plates will visibly indicate in the daytime and to rehicular traiiic that a train is approaching.

The di:.tance which the levers 12 and i i are away from the crossing will be determined by experience, it: being obviously dcsirable that the signals should be turned to warning position in ample time before the train reaches the crossing. it ncresiarr also to lock the signals in the open or warning position immediately alter they have been opened by the strila'ng or" one of the levers and to this end l hare provided part shortly described.

Adjacent the rail 1. l locate a pressure bar 26 which has a flange 2'? directly opposite the head of the rail and which is proyided with three socket like extcnsimc '29,. 29 and 30 the extensions slid: hly re eiving similar stationary ground guides Ill. A coiled spring 32 is inserted in each socket like extension and operates to maintain the pressure bar normally in a position such that the flange thereof is level with the upper face of the rail head as best shown in Figure 5. The ends of the pressure bars are downturned so that the hinge oi", the passing car wheel will readily ride up onto the pressure bars and depress the. same.

To the shaft 5 I secure a dog '18 which. in the rotation of the shaft, under the influence of either ot the actuating levers. is adapt d to move up and become caught on the projecting end ot a catch bar 534: resting on thc base of a suitable cross slot 35 formed in the face of the adjacent tie. 3. housing 36 encloses the top and one end of the slot and retains a spring 37 which rides the c: l h bar and normally holds the same in the position best shown in Figure -t.

It will be observed in this tigure that the left hand end of the catch bar l5 free to rise against the action ot the spring whilst thc right; hand end which projects beyond the housing is held against rising by the housing. The catch bar is actual y tree to tilt upwardly when struck by the doc with the result that when the dog has clicked past the adjacent end ot the catch bar. it fitOlllOQ locked in a substantially horizontal position by the catch bar. In this connection, I might point out; that; when the dog is so locked, the spring 18 is extended.

The tubular extension 29 is provided with a lug 29' which normally overlies the adja cent projecting end of the catch bar. According to the above description it will be obvious that when say the lcvcl' 1; is struck down by the approaching train. the shalt; is rotated to swing the signals to warning position across the roadway and that immcdiately they reach this pos tion. they are locked by the dog 33 biolninlI aught on the catch bar. The signals will a cordingly rei'nain in locked open po-ition until otherwise released.

hen the :ulyancing train reaches the pr sure bar 26, the pre sure bar will he moved down under th" action ot' the wheel flange and the lug 29' will tilt the catch bar so that the end adjacent the dog will go up far enough to let the caught dog escape past thereby unlocking the shalt 5 and permitting the signal plates to swing to the clrwed position. I n'iight here mention that the signal plates are set back 'lar mi -nah that they will not strikc the passing train and further l might point out that a the trout end of the train is at this time on the ll'(l,-':-'- ing there is no likelihood ot an a cident occurring one would not attempt to drive onto a crossing where the engine was at the crossing,

As the parts reset. the lever I, willv go back to the vertical position and will be struck by the train but this will simply be an idle movement as it will cause a slack ning of the cable 11.

Obviously tl e action or" opening the stop signals to warn trallic will be the same a:-: that just; described when the train i approaching the crossing from the side where the lever 33 is installed. loth liY l'ri arc fitted each with a weight Zltl which act to take up any slack o curring in the cable.

The signs or signal plates: will ol' ('(llll'id be (plilc visible on clear days hilt it i.- tllr-l| desirable for night use or inclement days that those approaching the cro ing he warned not only by an illuminating light but also by an alarm. To llllr-t end l hare located a suitable source, of clcctrornotiyc "force such as a battery 2%) in ea h casing or box (land hare grounded one side ol' the battery and have connected the othcr side then of by a flexible wire l0 to a contact point ll carried by an in ulated arm l7) se ured to the shalt. T. The contact point -ll in th rotation of the shat't is adapt d to ncdcc contact with an insulated spring arm l2; snitably mounted in each ca ing 3. an in ulated wire ll; laids l'roin cach contact sprint! 43 upwardly through the hollow shalt and connects with one ol the t rminals of an electric lanip t5. the other terminal ot' the lamp being ground to the shalt. An electrical alarm or gong it) carried by the shaft and is connected in series with the lamp. A transparent lamp globe l7 en loses the lamp.

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The contact points4l are adapted to en gage the spring contacts when the signal plates 25 have been swung across the vehicle roadway with the result that the gong gives an audible alarm and the light is illuminated so that one is very positively warned regardless of weather conditions and during both day and night that a train is approaching.

lVhilst I have entered into a detailed description of the various parts, it will be understood that they could be modified without departing from the spirit of the invention as set forth in the appended claims.

What I claim as my invention is 1. A railway signaling device for use on highway crossings comprising a rotatably mounted shaft located at the crossing and extending transversely of the crossing and there beyond, upright rotatably mounted spindles located at the ends of the shaft, intermeshing gears and pinions connecting the shaft to the spindles, a signal carried f by each spindle and extending normally parallel with the highway but clear of the tracks, a depressible ineinber located at each side of the crossing and at some distance there from and adjacent one of the rails and adapted to be depressed by an 011 coming train, means connecting said members to the shaft whereby in the depression of either member the shaft is rotated in a direction to swing the signals transversely of the high-. way, means for automaticallylocking the signals in such latter positions, depressible unlocking means located at the crossing, said unlocking means being adapted upon depression to release the locking means and free the signals and IDGfiDSfOl' returning the freed signals to their initial position.

2. A railway signaling device for use on highway crossings comprising a rotatably mounted cross shaft,located at the crossing, crossing the tracks and extending therebeyond, vertically disposed spindles located at the ends of the shaft, intermeshed gears and pinions carried by the shaft and spindles, a signal secured to each shaft and normally disposed in a direction parallel with the highway but clear of the tracks, a depressible member located at each side of the crossing and at some distance therefrom and adjacent one of the track rails and adapted to be depressed by a train approaching the crossing, means connecting each depressible member with the shaft whereby in the depression of the member, the shaft is rotated to turn the signals simultaneously across the highway, means associated with the shaft for automatically locking the shaft against rotation when the signals are brought to the latter position, a depressible member adjacent the crossing and adapted to be engaged with the wheel of the passing train and designed when depressed to release the locking device and spring means for returning the unlocked signals to their initial position. v

3. A railway signaling device for use on highway crossings comprising a rotatably mounted cross shaft, locatcdat the crossing,

crossingthetracks and extending there 'beyond, vertically disposed'spindles locatedsat I the ends of the shaft, intermeshed gears and pinions carried by the shaft and spindles,

a signal secured to each shaft and normally disposed in a direction parallel with across the highway, means associated with the shaft for automatically locking the shaft against rotation when the signals are brought to the latter position, a'depressible lTlQlllbcl adjacent the crossing and adapted to be engaged with the wheel of the passing train and designed when depressed to release the locking device, spring means for returning the unlocked signals to their initial position and an audible alarm operating coincidently with the signals and adapted to give an audible warning during the interval that the former signals are across the highway. i

a. A railway signaling device for use on highway crossings comprising a rotatably mounted shaft crossing the tracks adjacent the crossing and extending there beyond, upright spindles located at the ends of the shaft and rotatable therewith, signals secured to the spindles and extending normally parallel with the highway and clear of the tracks, depressible actuatin 'levers located at either side of the crossing and at some distance therefrom and adjacent one of the track rails, operating lines connecting the levers with the shaft whereby the depression of either lever by an on coming train rotates the shaft andturns the signal into a direction transversely of the highway, means locking the shaft against rotation upon the signalsreaching the latter posltloii, a depressible bar adjacent one of the tracks and engageable with said lock-' ing means and adapted to be depressed by the train at the crossing and upon depres sion to release the locking means and spring means for rotating the released shaft to its initial position.

5. A railway signaling device for use on highway crossings comprising a rotatably mounted shaft extending transversely of andv beyond the crossing, casings receiving the ends of the shaft therein, upright'spindles cuit and contained in said casing, said switch including an insulated contact carried by said shaft and engageable and disengageable with a spring contact carried by the casing.

Signed at Hanna this 1st day of March,

LOUIS IIANIFORD. 

